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1. M. SCHUTZ.

CARBURETING AIR FOR INTERNAL COMBUSTION ENGINES.

APPLICATION FILED MAY 6| I9I8. 1 ,397,744. Patented Nov. 22, 1921.

c 4 4 SHEETS*SIIEET I.

flge/5252?.; 5,56

I. IVI. SCHUTZ,

CARBUNENNG Am FOR INTERNAL coNlusTloN ENGINES.

APPLICATION FILED MAY 6| 1918.

Patented NOV. 22, 1921.

' 4 SHEETS-SHEET 2.

SCHUTZ. CARBUHETING AIR PoR-INTERNAL comusloN ENGINES.

APPLICATION FILED MAY 6| 1918.

Patented Nov. 22, 1921.

4 SHEETS-SHEET 3.

I. M. SCHUTZ.

CARBURETING AIR FOR INTERNAL COMBUSTION ENGINES.

APPLICATION FILED MAY 6| l9l8.

UNHTEV *Sie JOSEPH iii. SCHUTZ, or CHICAGO, ILLiNoIs, assiettes 'rosCnnrrZ nirwana' COMPANY,

' or CHICAGO, iLmivorae. CORPORATION or ILLINOIS.

CARBURETiNC ein roniNTEnNAL-COMBUSTION ENGINES.

To all whom it may concern-.- i

Be it known that l, JOSEPH M. SCHUTZ, a citizen of the United States,and a resident of Chicago,'county of Cook, and VState of illinois, haveinvented certainnew and useful Improvements in and for Caibureting Air'for internal-Combustion Engines, ,ofl

which the following is a specification. p

My invention vrelates to improvements uponand applicable tointernalcombustion engines that derive their power from charges of gas,kerosene, l,fr Jasoleiie, alcohol, or' the like in explosive admixturewith air.

The object of my invention is to increase the capacity, efficiency, anddurability of such engines by improving the lcharacter of the explosivecharges supplied thereto. This I accomplish by freeing the air from dustparticles which would cause excessive wear if admitted to the engine,and by insuring the complete vaporiZation of all the fuel entering intoadmixture with the dustifreed air. As will appear, these .two operationstake place simultaneously, being accomplished in a single device 'whiehpreferablyv is a joint part of the' admission and exhaust.v

manifolds of the engine.

My invention comprehends the use of` an air-and-fuel mixing valve orcarbureter of that escape from the mixer in an unvapoiizedk any desiredform whether of simple or complicated structure. Starting lwithsuch vanair-and-fuel mixer (hereinafter called a .car

serves to first reject and finally to retain any dust (particles ofydirt and gritjthat may enter with the air, and which also serves tofirst reject and then positively vaporizeand return to themain streamthe fuel particles state; wliereby'only a mixture of clean air and dryfuel vvapor lis supplied to the engine cylinders.

I accomplish these important effects by interrupting the stream ofmixture after `it leaves the carbureter and there straining out, orrejecting vboth the particles of dust and of unvaporiZedfuel .present inthe initial stream.` Simultaneously, by the application of heat, not totheair and its burden of already vaporiZed fuel'but tothe rejectedparticles, I accomplish the vaporization of the y rejected fuel and itsre-addition to the main stream in the form of hot dry vapor, whileSpecification of Letters Patent.` i Y YPza-1i',@intd 22, 1921.appiicaaon inea 'nay e, 1918] serial No.V marea collecting and retainingthe dust against entranceto the inlet portsof the engine. rlhe heat lrequired may 'be Ymost conveniently derived from the'exhaustgases of theengine,

andfor this reason have incorporated myy device'with the exhaust passageor manifold thereof. Y

yIn treating the initial or crude explosive mixture in the mannerdescribed, I'correct the deiciencies of the carbureter whatever itskind. For an understanding of this ,corrective effect, itis'necessary'to irst consider the nature and operation of the initialair and fuel mixer, to-wit, the carbureter. The air needed for themixture is sometimes blown through the carbureter, but more frequentlyis drawn through it by the action of 'for rapid variations in theoperation of the mixture-forming device. The best that the present.carbureters cando is toperform ideally under ideal conditions, Everychangeof engine speed g-every movement the engine'tlirottle ,-.everychange in the quality of thev fuel every change of altitudeg-everyvariation of atmospheric liumidvity;-and every Vchange of atmospherictemperature, causes adepaiture from the ideal ojiieration..

Few mixing valves or carbureters new in use fare of, that Asimpleconstruction that would seein sufficient forthe meiesupply of air andfuel in a fixed ratio ;-i.nstead various internal devices have been added, with a view to correcting not .for all but for some of the moreviolent of the .varying conditions encountered in use. I know of nopresent valve or carbureter that serves the engine equally well underall speeds and conditions. Upon analyzing the performance of suchcarsarsiftfECE- Fig. 2 is-a View.` substantially on the line Vaimeraitein be. found thatk the fault lies vnot so much injthe'failure to supplyor even to atomize the requisite quantity Vof fuel,'but rather inthefailure to vaporize all of the sues al failure f to completelyvaporizemthel fuel supplied, so thatait` .mayy enter into explosiveadmixturel with the air in advance ofV fuel vand consequent fallingkvofi' in engine eliiciency and reliability, to say nothing of thediiculties which areoccasioned by the entrance of liquid fuel incylinders of thel enne.` Y

tV is evident that these failures or deficiencies of the carburetershould be obviated.

v This appears to bebeyondaccomplishment within the carbureter itself,hence my`pro-.

vision of a. correcting device which is 'aux-1 iliary to theA carbureterand which maybe i relied upon vto vaporize the fuelv whatever itskindand under all conditions, the vdevice serving to deprive the'initialor crude product ofthe carbur'eter of its varying burden of unvaporizedfuel and utilizing the always. superabundant heat of thefexhaust gasesto instantly vaporize, the lextracted, fueland return it to the streamof air and initially vaporized fuel. ,Y Y

` An important incident of the corrective vaporizing operation is theraising of the temperature of the completed mixture by just'sovvmuchheat as is taken from the exhaust gases to vaporize the rejected fuel.v

s The heat thus` added is not enough to detrimentally rarefy the airvcontent of the mixture andis-of marked advantage in that it prevents'condensation ofthe fuel and insures the prompt and complete .combustionof the mixture when fired or ignited in the engine.V

Whatever vdust .passes through the carbureter with the air, "augmentsthe 'mere' atomization of the fuel and Vtends to defeatl the Y initialvaporization thereof, and this accentuates the necessity 'for myimprovement; and, as will appear, renders' itsV opera- `tion morecertain and effective.`

','My invention will be readily understood'Y Y on reference to thedrawings thatform part of .this specification and in .vwhichz Figure lisa side elevation of an engine equipped with a devlce embodying. myinvention g- 2-2 of Fig. 4 ,-'Fig 3 is a plan view of the engine shownin Fig. 1, the' same being partlv in ,section on the line 3 3 of Fig.1;.-Fig. lis a view partly in section and partly in elevation, the partin'section being substantially on the line 4 4 of Fig. 2;.-

Figs. 5 and Gare respectively yside and erid elevations Aof aV modifiedvform of my invention, the engine being-of the type having its inletvand exhaust manifoldsupon the same side ,'-1-Figsp7 andnS'V illustrate afurther form of my invention Fig.l 7 being a section on the line 7-7of`F1g. 8, and Fig.18 being a section ontheline 8-8 of Fig. 7 ;-Fig. 9is a plan view' illustrating my invention in still another form ;-Fig.10 is a side elevation thereof ;-Fig. l1 is a lview substantially on theline 11-11 of Fig. `10 ;-and Fig. 12 illustrates a modified, arrangement`of'rtheldam which I use in the mixtureV intake passage.

My invention is applicable'ito internal lcombustion and; explosionengines of, :all

types which employ air and fuel mixers.

The essentials are substantially the same for all engines, but, asherein shown, the complete device 'inlveach vcase preferablyV in-vcludes yan exhaust manifold or passage and therefore' takesitsindividual Vform from the-engine to which it is appropriated.

For convenience, Ivshallrefer toV the` esi sential elements of the-invention by the same reference characters throughout the drawings, andshall differentiate the auxiliary parts by. reference numeralsindividual thereto in theseveral structures shown.

The part marked A, is a mixing valve or carbureter, of*any desired formor type, adapted to admit `air and fuel to the intake passage of theengine. The.carbureter,.A,

yhas the usual vthrottle valve,'B, and constitutes the intake end ofthek passage or manifold through which kthe yengine is supplied withtheexplosive mixture initiated in the carbureter. As here shown,.the 'carbureter'A isof the suction type,.the air being drawn through it andthrough theyintake v.manifold by the actionof the pistons inthecylinders of the engine, this being preferable, as the partialvacuumymaintained in the manifold facilitates the operation of mydevice. The invention, however, may be successfully employeduponanengine that has abl'ower or pump thatjforces air throughthe'carbureter to assist the piston action.V As before stated, thedevice is interposed between-the'carbureter and the intakefport's of theengine; e

thaty is, it constitutes a part ,of the Vintake'e passage or manifold;and, it alsoconstitutes a part `,of 0r incorporated with the hot gasexhaust manifold of the engine from which the needed heat is derived. Ii

A On passing the throttle VvalveB, the crude mixture enters a tube, C,which has its vcounterpart in a tube,.D, both-being parts of theintake-passage or manifold. As l shown, the ends of the tubes `VC and Dare separated bya gap, E.y The length of this gapissuchwas to afford anopening ofKY an shortest path around the dam,- D, and hence assumesapproximately the form or outline indicated by the dotted lines, F, inseveral figures of the drawings. In this passage from the tube, C, tothe tube, D, and by reason of the suddendeiiection of the stream,

all particles of dust and of liquid fuelcarried by the stream are thrownout or rejected, and thus prevented from enteringthe tube, D, as morefully explained hereinafter.

-Inclosing the gap, E, isla chamber, G, formed by walls which are soremote therefrom as to be entirely beyond the reach of the bulgingstream of mixture in the gap, E.

The particles of dust and liquid rejected at thegap, E, therefore passthrough a void (between the exterior of the bulging stream and the wallsof the chamber, G) and arey deposited upon said walls. These walls ofthe chamber, G,are in turn inclosed by a chamber, H, that is incommunication with or which is a part of the vexhaust `manifold of theengine. Hence the `walls of the chamber, G, are normally maintained at ahigh temperature, and all particles oflliquid fuel which land thereonare instantly Vvaporized. The hot vapor thus generated occupies the,

void before mentioned, and, obviously, returns to the main stream ofmixture through that portion of the gap, E. which lies between the topofthe dam, F, land the lower end of the tube, D. Meantime the dustremains in the chamber, G, forritis not disturbed by the sweep of ,airor mixturethrough the gap, E, being separated there- Afrom by a space inwhich there is little move-` ment. In consequence, the dust is retainedin the chamber, G, and gradually accumulates in the bottom thereof.A

vl/Vhen heavy or impure fuel is used, a quantity of coked residue isadded to the ac-l cumulation for some ofthe constituentsof such fuelsldo not vaporize at the temperaturesv attained by the walls of thecollecting and vaporizing chamber.

To permit the occasional cleaning of the chamber, G, (the removal of theaccumulated dust and residue) I make the tube, G,

removable from the chamber, G, providing it with a flange, C', which isbolted lon or otherwise detachably secured to the bottom of saidchamber; and.; as shown, in Figs. 10 and 11, the bottom of the chamber,G, may

be provided with clean-out holes, G', closed by removable plugs, G, forthe same pui'- pose. A.

Preferably, the chamber, G, is made of much greater size than ywould beneeded merely to surroundthe gap, E, and insure the vaporization of therejected fuel particles, drops 0r globules. This greater size isrequired to provide a superabundance` of heating surface and to give thechamber suflicient capacity as a dust or residue collecting pocket.Hence the chamber, G, is shown to extend somewhat abovethe lower end ofthe tube, D, and far below the top of the tube, C. i

The middle fportion,G, of the vaporizing and collecting chamber ispreferably of the greatest diameter, as this is directly opposite thegap, E, and it is needful that the hot walls shall be remote from thecolumn of air and vapor sweeping past the dam, F. If close contact werepermitted the air would be directly raised in temperature, to do whichisnot only unnecessary, but also detrimental. The upper portion, G, andthe lower portion, G", of the chamber, kG, f may be of smaller diameter,as these cavities are rela- Y tivelyremote from the gap, E. rIhe upperportion, G, serves as a trap to prevent the escape of vapor particlesinto the tube, D, in advance of their complete vaporization.

The lower cavity or portion, Ge, is in effect a vacuum cavity, beingtightly closed at the bottom and receives the dust which is initiallycollected in the larger portion, G,

VThe wall, G, betweenthe chambers, G and H, obviously takes' its shapefrom the desired form of the chamber, G. Thisl wall presents a surfacewhich is kept hot substantially from the top to the bottom of thechamber,`G, by the hot exhaust gases from the engine circulating aboutthe wall, G, with that portion of the exhaust manifold which includesthe chamber, H.

It is of distinct advantage that the het wall, G, is remote from thetube, C, the rosult being that the mixture is little, if at all, heatedduring its passage through :the tubes, C and D, except to the extentthat its temperature is raised by the addition of hot vapor that may beevolved in the walls of the chamber, G.

Turning now to those parts and formations which are merely incidentaland auxiliary to my device :-V

Attention is first directed to the different forms of the-wall, G, asdepicted in the several figures of the drawings. As shown in Figs. l to4, the upper' part, 2, of the wall, G, projects above the top oftheexternal heating chamber, H, to avoid as far as possible the conductionof heat shown in FigsA 5 and 6 and 9 to 12, whereas in Fig. 7, which`illustrates the device as made for use with a simple engine, or with aseparate heater, the

lower cavity, Gy-the betterfconstruction isv illustrated in Figs. 7,"and 11, Vthe'wall portion, 4, being there steeply pitched to allow the-freer fall of both liquid drops anddust that collect on the hotsurface. 1

The lower part, 17, ofl the wall, G", may be, and preferably is,fiared'outward toward the bottom, asshown in Figs. 10 and 11, the

purpose being two-[fold: to enlarge the cavity, and to facilitate Vtheremoval of the tube, C, when the cavity is full of gummy residue. y v iThe dam, F, may be supported -in various ways, as by rthe central stem,5,.shown in Figs. 2, 4, and 7 but preferably by a movable part, 7 or 8,as shown in Figs. 9 to 12; both of which arrangements permit the damto'be swung out of the waysat moments of starting the engine. lThis lastis a precaution and need be observed konly in the caseof enginesnotprovided with self-starters. In such cases it is desirable to avoidmomentarily depriving the mixture of a pai-tof the fuel' required tostart the engine easily; The

, device shown yin Figs. 9 kto 11 comprises an arm, 7, fixed on a'vertical shaft, 9, extending through the fiange,.10,of thev tube, D,and

havingra crank arm,1 1, on its upper end; whereby'the dam,F, may beswung to one side out of the path defined by the tubes C and I).vAfcombined end thrust and torsion spring, 12, serves to hold the shaftand disk, F, in normal position, therebeing a stop, 13, (seeV Figs. 9and'10) which en' ages the arm, 1l, and fixes thatposition. Y hedarn-shift ingk device, 8,`showfn in Fig. 12 comprises avcentralfshaftwhlch carries the vdam', F, andV which may be rotated afterthe manner ofa throttle valve. A crank arm, 14, is provided for thispurpose. and on the shaft, 8, is a stop cam, 15, coacting with a s ringpawl, 16,

v to secure the dam in; one or t e other of its positions. The engineillustrated in Figs. 1 to 4 isrof the kind` having its inlet and exhaustports vin opposite sides of the cylin-v tube, D, of my device com-prisesa` tube or duct, 20,which'arches across the `topof theengine, and whichlike the tubes C, and-D become a part ofthe intake manifoldor pas-ysage. Chief interes'tattaches-to the'mannerV exhaust manifold, 178. i umanifold appears the portion, 2, of theV wall,

Gh, of my device. On the b ottom'of the mani-,-

in which my deviceis incorporatedwith the On the top of thel fold, thereisa circularxpot-like wall, 21, which is the outer wall of.V thechamber, 1-1, before referred to. The upper part of the heating chamberemerges with the interior, 22, ofthe manifold'proper, -18. Obviously,

.the hot gases from the exhaustports, 23, of

the engine impin elupon and circulate about the wall, Gb, beoreescaping.through the outlet, 24, that leads kfrom the portion, 21, ofthe'manifold.V As shown, the walls, 2, G",

Yand 21 are vintegral with the walls-"of the manifold proper, thesinlgle casting. Y f

l he device comprising theV combined exhaust manifold and vaporizerwhich ap pears in Figs. 5 `and is of substantially the same constructionas shown in Figs.-1 to 4; but in this case the admission manifold, 25,is directly above the exhaust manifold, 26; onuthe same side of theengine.Y lItis therefore only necessary to lprovide a short connection,27, throughv whichthe `corrected explosive mixture may pass fromthecollectin and vaporizin chamber directly into the adgmission lmaniold, 2 5. Y I

,Much the same arrangement is observed in Figs. 9v to 11g-#the l'Intakemanifold, 28, being again directlyabove the exhaust manifold, 29'; butin this case the manifold, 28, is provided with a flanged intake, V30,suitably packed upon vand bolted directly to the whole comprising aaangaat The compiere device is also distinguiahed from theothers by thepresence of the integral 'exhaust outlet, 29', terminating at a pomt orposition, 32, which is common to many englnes now in use.

The device shown in Fi'V 7 Y and 8 is adapted to be coupled'into t eexhaust pipe of an engine at' any :desired point-without special regardto the arrangement of the ducts immediately4 identified with .the portsof the engine.V Y. T o this end the heating chamber, vH, is inclosed bya cyiindrical shell, 33,

I Vhave hereinV shown 'only the best em! bodimentsof my invention whichI have thus far devised. 1 `The invention is lnot limited thereto, norto the'specic manner in which it is here shownto be related to the otherparts of the engine. Various modifications will suggest.themselves toone who is skilled inthe art and are comprehended by my inventiom'aspointed out inthe append'- ed claim. My, invention is of special utilityin airplanel service although' in that service the function of thedeviceas a dust collector Ais of less importance. With `the airfplane'itisespecially necessary lthat all of the fuel supplied by the mixing valveor carburetershall be properly` vaporized before yentering the cylindersof the engine -and lthat no failure shall result from the differentconditions` under which the engine is called upon to operate. This mydevice accomplishes and therefore frees the air-planeenginefrom manywell-known present limitations, particularly in that it permits theemployment conditions that would work a failure if the ordinarycarbureting devices alone were vrelied upon. In my device thevaporization ofthe liquid fuel is as complete at low throttle and at lowengine speed as under -high speed conditions. The temperature of themixture as it enters the intake ports of the engine varies with thequality of fuel employed and in proportion to the quantity thereofrejected from the initial stream to y be vaporized upon the hot wallsofthe compensator. Any change of throttle opening accomplishes acorresponding alteration in the temperature of Ithe completed mixture,usually increasing as the throttle opening is increased and diminishingthe throttle opening is lessened, for as the volume of mixture isreduced the temperature of the exhaust gases is lowered, less fuel-isvaporized on the walls ofthe compensator, and less heat added to theproduct flowing from the device. The heaviest of engine fuels arereadily vaporized within the device, especially as aided by the partialvacuum ordinarily existing therein.l That lessening of the quantity ofheat in the exhaustgas passage, which follows the throttling of theintake causes no failure. df vaporization, for under such conditionsthere is always a higher vacuum in the intake manifold which off-setsthe lack of-heat in the heating chamber. These advantages are preservedeven when a blower, used to feed air to the carbureter, partly negativesthe pumping action of the engine pistons.

lwet with atomized fuel.

With reference to the action of my device as an air purifier, it isimportant to note that instead of attempting to strain the air beforeit'enters the carbureter I allow the dust to pass through that deviceand become Thus two important temporary effects are obtained; to-wit,the weight of the dust particles is increased, and reversely many smallglobules of fuel are caused to collect upon the dust particles, thusmaking larger liquid globules. Thereby, the centrifugal or tangentialseparation of the particles is positively insured at the gap orinterruption in the intake passage, and once discharged from the streamof mix* ture all such particles are certain to be caught upon the hotwalls of the vaporizingand-collecting chamber.

I-Iaving thus described my invention, I claim as new and desire tosecure by Letters Patent The improvement herein described comprising aninternal combustion engine, in combination with an intake passageleading to the engine and an exhaust passage leading from the engine,means at the far end of the intake passage for supplying a stream ofmixture of air and liquid fuel under the suction of the engine, suchintake passage having an opening intermediate its ends, and constructedto deflect or turn the stream of mixture from its course at that point,whereby to eject unvaporized particles of liquid and dust, a closedchamber' surrounding said opening in the intake passage, in position toreceive the particles ejected from the stream of mixture but presentingwalls so far removed from the flowing stream of mixture as to be whollyout of contact therewith, and a heating jacket surrounding said walls ofthe chamber and connected with said exhaust passage, substantially asdescribed. v

p In testimony whereof, I have hereunto set my hand this 29th day ofApril, 1915.

JOSEPH M. SCHUTZ.

